Patent GB-190922319-A (GB)
Title: Improvements in and relating to Block Signalling Apparatus for Railways applicable to the Automatic Stopping of Trains or the like.
Inventor: LAKE HAROLD WILLIAM
IPC: B61L23/12
Filed: 1909-09-30
Granted: 1910-08-18
Abstract: 22,319. Lake, H. W., [Bour, E. F.]. Sept. 30. Mechanical systems, automatic; track apparatus for stopping trains and actuating signals on trains and other than on trains; recording signals; wire and rod compensators.-In systems for signalling between trains in which two track contacts are placed at one station, one of which contacts is normally raised and is depressed by a passing train to raise the normally-lowered one, the two being re-set by the train moving over another track contact at the next station, the catch device that holds the normally - lowered contact raised is adapted to engage the contact directly. Two contacts A, A<1> connected together, are mounted on a shaft a', the contact A<1> being normally held vertical by a spring A<2>. When it is depressed, the lever A rises to the vertical, where it is held by a catch A<Î> engaging a notch a<Î>, the catch being pulled in by springs a4 in a cable A<3>, which is also provided with compensating-springs a<3>, other forms of which are shown. The catch Ax may have rounded teeth, as shown in Fig. 3, engaging similar teeth on a spring-pressed member attached to the cable. The apparatus is re-set by the actuation of another contact B, Fig. 5, placed at the next station, normally held up by a spring b and mounted on a frame B<1> supported on rollers b<1> and heid by springs B<2> to compensate for changes in the length of the cable A<3>. The resetting-contact may alternatively be in the form of a wheel provided with a sprocket over which passes a cable chain, the wheel being turned by the engine contact provided. The engine contact co-operating with the contact A, which is only raised while a train is on the section, consists of a plane C, Fig. 11, pivoted at the forward end and supporting a spring-pressed rod C<1>. The contacts for engaging the contacts A', B consist of spring-pressed inclined planes ; and if a resetting-wheel is used, its engine contact must be covered with a friction surface such as rubber &c., preferably having sand incorporated. The stopping-mechanism on the engine, actuated from the lever A when a train reaches this contact before the section is clear, is operated by the vertical rod C', which, when actuated, is held raised by a catch c<Î>, Fig. 12, and carries, either directly or on a spring-pressed collar, a pin c<IX> which engages in a slot in an arm c<2> of a shaft C<3> which is thereby turned. The shaft C<3> operates a brake lever C<4> through a finger and a bell-crank lever, and may also operate a whistle at the same time it releases a catch and allows a plate to fall and strike a gong or operate during its descent a lever controlling a clock-work mechanism and an alarm bell. The rod C<1> also operates, through a slotted bell-crank lever D, a slide D<1> carrying a cam d<2>, which raises a bar e on the front of the regulator handle E, Fig. 16, and so raises the catch ex from a slot in the regulator shaft E<Î>. The shaft can then be moved without the handle E, and is operated through the lever F, which is actuated by a pin d', the lever actuating the shaft by means of a pawl f engaging in an eccentric groove therein, the pawl allowing of a certain movement in one direction without actuating the shaft E<Î>. Instead of controlling the engine through the regulating-shaft, a system of levers may actuate a throttle valve on the main steam pipe. When the system is used on electric railways, the rod D' controls a switch, and the rod C3 an electric alarm. The setting-lever A<1> may, in addition, give a "line clear" signal by actuating a contact lever G, Fig. 25, or a contact similar to the contact C, to pull down the cord H<1> and the spring- controlled rod J, to actuate a bell-hammer K by means of a spring-pressed catch j<2>. The movements of the hammer may be recorded by connecting it to a clock-work recording-cylinder &c. The catch Ax may be pneumatically controlled, and for this purpose a main pipe L<3>, Fig. 30, from which branches L<4> are taken at intervals, is laid along the line and connected to compressed-air or vacuum plant. Two disk valves P<1>, P<2>, Fig. 30, are mounted on a stem P in a cylinder, and are spring- pressed on their seats. The stem P is attached to the spindle l of a pivoted contact lever at the home station, which lever is connected by cable to a similar lever, which is raised when the first is lowered. Lowering of the first with the lever A' causes the rotation of the stem P and the movement of the disks P<1>, P<2> to make connexion between pipes L<3>, L<4>, which in this case are in a vacuum system. The pipe L<4> connects to a cylinder which, when connected to the vacuum, causes its piston to hold the catch A<Î> in operation, where it remains until the valves are re-set by the movement of the second contact lever and the consequent return of the spindle l. For a compressed-air system, the arrangement of valves is reversed, and the springs are arranged slightly differently. Gauges may be connected to the pipes L<4> to indicate when the levers are actuated ; and the indications may, if desired, be recorded on an automatic revolving cylinder. In another arrangement, fixed and vertically movable contact rods on the engine are used to engage with counterbalanced inclined planes R, R', Fig. 34, on the track, which planes are pivoted on a spindle r, the plane R<1> being normally raised by a spring r<2Î>. The planes have end guides r<3>, r<4>, which engage in guide boxes, the guide r<4> of the plane R' being provided with a notch r<4Î> for engaging a catch s when the plane is depressed. The levers are alternately raised by levers r<Î>, r<ÎÎ> provided with rollers s<1>, s<2> or with sliding pieces articulated to the lever ends and moving in guideways in the planes. The rollers may have their pivots elongated to slide in guideways in the strengthening-ribs r<1>, r<2>. The planes are actuated and released as before, and similarly operate the engine apparatus. Planes of a similar type, or spring-controlled levers, may be used to actuate the pneumatic control. To signal to the driver that the line is clear after the train has been stopped, an insulated line bar may be placed alongside the rails and connected to one of the rails at the ends of the sections by a switch controlled by the catch Ax. An engine contact consisting of a woven wire wick, roller, &c. is adapted to be lowered by the driver on to the bar when the train is stopped, a safety signal being given on theÀengine when the section ahead is cleared and the switch closed.